Internal-combustion engine.



P. H. MUELLER & L. H. SGHULER. INTERNAL COMBUSTION ENGINE.

APPLIOATION FILED JULY 8, 1912.

LOSGYW Patented June 2, 1914.

4 SHEETS-MEET 1.

f in 0&7? 6010. M M/ P. H. MUELLER & L. H. SUHULER.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JULYBJNIZI Patented June 2,1914.

4 SHEETS-SHEET 2.

P. H. MUELLER 6; L. H. SCHULER.

INTERNAL COMBUSTION ENGINE APPLICATION FILED JULY 8, 1912. 1 098 679 Patented June P, 1914.

4 BHBET8-SHEET 3.

v Wiflgtgse a: Izwenioza? M 5 m I warn P. H. MUELLER & L, H. SGHULER. INTERNAL COMBUSTION ENGINE.

AIfPLIOATION FILED JULY 3, 1912.

Patented June 2, 1914.

4 SHEETS-$HEET 4.

lik y. 7

wimess'es: I

UNITED PATENT ()FFICE.

PAUL H. MUELLER AND LUDWIG H. SCHULER, OF BROOKLYN, NEW YORK, ASSIGNORS, BY DIRECT AND IVIESNE ASSIGNMENTS. TO L1V-S. MOTOR 00., OF ESOPUS, NEW

7 YORK, A CORPORATION OF NEW YORK.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent. Application filed July 8, 1912.

Patented June 2, 1914.

Serial No. 708,146.

To all IF/(07H, it may concern Be it known that we, PAUL HJMUELLER and LUnwro ll. Scnnilnn, subjects of Germany, and residents of Brooklyn, in the county of Kings and State of New York, have invented certain new and useful Im provements in InternaLCombustion Engines, of which the following is a specification.

This invention relates to improvements in internal combustion engines, and particularly to the valve mechanism thereof and operating connections therefor; it being in one of its aspects an in'iprovement upon that disclosed in our prior application Serial No. (370,141, filed January 9, 1912, in Which we have illustrated a simple valve mechanism of a type having a valve, not of the reciproeating or puppet type, but preferably of the rotary type, the operation of which is unaffected by pressure in the cylinder during the periods of compression and explosion. In said application this rotary valve is a combined admission and exhaust valve intermittently actuated in such amanner that it turns during admission and exhaust and is prevented from turning during the compression and explosion periods of the cycle of operations of the cylinder.

\Vhile, as before stated, our present invention is in one of its aspects an improvement upon that disclosed in our aforesaid prior application and in particular involves 1111- provements in the means for and mode of operating such arotary valve or a cont hined admission and exhaustvalve; yet in its main aspect our present invention is pri* marily an improvement upon the types of valve mechanism heretofore commonly used in internal combustion engines in which reciprocating valves or sliding rings (as in the Knight type of engine) are employed to control the periods of admission and exhaust and to prolong one or both of theseperlods.

In itsmain aspect the principal feature of our invention is a valve mechanism in which a rotary valve or a combined admission and exhaust valve, and preferably a rotary valve which is both-a combined admission and eX- haust valve, is operated in such a manner as to prolong the normal period or periods th at the inlet or the outlet port, or both, is or specified, in similar cycles differing in phase,

heretofore only been obtained by the use of reciprocating or singleacting valves or rings. With such flexibility of operation great power is of course readily and quickly obtainable in emergencies or for hill climbing, carryingheavy loads, etc.

, Not only do We provide for the rapid d'elivery, of a large charge to a cylinder by prolonging the normal period that the inlet port is open, and the rapid discharge of the burned gases, etc., from the cylinder by prolonging the period that the exhaust port is open, but we also preferably provide means for varying this period of prolongation of admission or exhaust or both as may be desired. By providing this additional flexibility of operation it will be seen that the valve mechanism may be set for any period of prolongation of admission or exhaust 1 (within limits) thatmay be found desirable.

Another important feature of our present invention is the application of such a valve mechanism as has just been described to a multi-cylinder internal combustion engine, and the provision of means for operating-a plurality of valves, such as hereinbefore as in the manner usual in internal combustion engines, but in which admission or haust, or both, will be prolonged in each cycle beyond the period normal to such an engine, that is, With the normalcyclc understood to be one in which the Whole cycle is divided into four equal parts or periods in which the successive periods are respectively those of admission, compression, explosion and exhaust, it willbe understood that in ac? cordance With our present invention, by using a valve or valves such as indicated,

f ope a these normal periods for admissionor exsame with thecasing of the valve mechanism removed; Fig. 3 is a horizontal section of the same, the section being taken in line 3-3, Fig. 1 illustrating the inlet and outlet ports as they appear atone level; Fig. e is a similar view, the section being taken in line M, Fig. 1 illustrating said ports at a diiferent level; Figs. 5 to 11 inclusive are diagrammatic views illustrating the relations of piston, cylinder and crank-shaft of a single cylinder at different points in the cycle of operations which will be hereinafter described; Fig. 12 is a diagram or chart illustrating the interrelation and timing of the four cycles of operation of all the' cylinders of a four-cylinder engine; Fig. 13 1s a face or under-side view of one of the valves; Fig. 14 is a detail illustrating in horizontal section a portion of the operating connections of a valve; and Fig. 15 is a diagram showing the relations of the starting points of the four periods of each cycle to one another and to the corresponding positions of the crank in the ordinary four-cylinder en gine.

Similar characters designate like parts in all the figures of the drawings.

As in the case of the invention disclosed in our aforesaid prior application'our present invention may be applied to various kinds of internal combustion engines, stationary or movable, and it is to be under stood that so far as the main features of our present invent-ion are concerned .the particular engine shown in the drawings is merely illustrative of one mechanism in which the invention may be embodied. In order, however, to illustrate the application of certain specific features of the invention 1 to internal combustion engines we have shown a four-cylinder engine of the ordinary four-cycle type with the fourv cyle inders of which are combined suitable means,

for controlling the admission and exhaust for each cylinder through a single valve in accordance with one feature of our invention.' The admission and exhaust ports leading to and from each cylinder may also be located at any suitable points and may cothe valve mechanism in any the explosion chamber.

therewith. By providing a plurality of inlet ports and a plurality of outlet ports for each cylinder either cylinder is enabled to take a heavy charge when it is desirable, as in going up steep grades, hauling heavy'loads, etc., and the rapid discharge of the waste gases and other products of combustion from each cylinder and consequent thorough scavenging thereof is assured. The detailed description of the construction and function of these ports will follow the descrip tion of the valves and their operating 1116011? anism. F or the purpose ofcontrollingihe opening and closing in proper succession of these inlet and outlet ports of the engine we prefer, as in our prior application, to make use of a valve which is both'a rotary'valve and a combined admission and' exhaust valve, and which has one or more ports each adapted to register at the proper times first with one and then with the other of the ports or set of engine ports for admission and exhaust. As in our prior application aforesaid, each valve may be located at any suitable point in the engine where it will perform its functions properly. In the construction illustrated it is shown" as located in the explosion chamber itself, but it is of course clear that it may be placed out of the zone of the explosion chamber and at any properpoint in the passages leading to The controlling movement of the valve may be any suitable for the purpose of uncovering and covering, in the manner hereinbefore described, in the proper order the inlet and outlet ports of its cylinder, but as one of the main features of our invention involves the use of a rotary valve, and as we prefer, even in connection .with a combined admission and exhaust valve, which involves another important featureof our invention, to employ a rotary type of valve, this movement will in all ca ses preferably be a rotary one, and will also preferably be derived from the power developed in the engine, usually directly from the main crank-shaft. 'Though this rotary for prolonging the period that one or both of the main ports (inlet and outlet) of a cylinderis or are open it will preferably be an intermittent movement having two dwells or stops corresponding to the periods of compression and explosion; and when such a valve is employed and is exposed to the movement may be of any character'suitable example, against the valve-seats 11, 12, 13

a valve having two diametrically opposite pressure of a charge either during compression or explosion it will turn only during the periods of admission and exhaust.

The specific valve illustrated 1s a rotary. disk valve, four of which valves are shownat 2. 3, l and 5 respectively. Each has astem adapted to be operatively connected with means for actuating .or turning the valve. these stems being indicated at 6, 7, 8 and 9 respectively. Each of these disk valves preferably hasv a plurality of ports through each of which admission or exhaust ta hes place according to the position of the valve. these ports being indicated in Fig. 13 by -40. Said ports are so positioned and shaped as to cooperate with the fixed inlet and outlet ports of the cylinder previously referred. to. Each of said valves is intended to be seated constantly against a suitable fixed wall of the engine, for

and Li; and substantially the whole back wall of each valve rests in this case against its sea t. it will be seen that whatever the rotary position of any valve may be said valve is in constant engagement with its seat, the seating of the valve being assisted in the present case as in our former application by means of a spring working between suitable stops. These springs are indicated at 15, 16,17 and 18. Here the stems 6, 7, 8 and 9 of the valves are ournaled in hearings in the upper ends or heads, 19, of the cylinders and project outside the walls of the engine into position for connection with suitable means for actuating them.

It will be understood that while the preferred type of valve has a plurality of ports this is for the purpose of facilitating admis- Sion of a charge and expulsion of the burned gases, etc, and that so far as the proper intermittent operation of a valve of any cyl inder is concerned a single port can as well be used as a plurality of ports. Owing, however, to the additional. advantages to be derived from the use of a plurality of ports in each valve and the use of a corresponding plurality or set of ports of each kind inlet andoutlet-in the cylinder head, we have illustrated valves having a plurality of ports. The inlet and outlet ports leading to and from each cylinder are shown (see particularly Figs. 1. 3 and i) as corresponding in numbers and positions with the ports in their respective valves; that is to say, with inlet ports such as l010-which are also at the proper times outlet portswill be associated corresponding sets or pairs of inlet and outlet ports in the associated cylinder oi. the engine. The manner in which these ports are constructed will be clear by referring to these vlcws. it w1ll be seen that there are,sets of inlet andv outlet passages located in diftercnt horizontal planes, but.

suitably connected so that all of the inlet ports and passages for each cylinder communicate with the main inlet to that cylinder while all of the outlet ports and pas sages of that cylinder communicate with the main outlet from the same cylinder. 7

Referring particularly to Figs. 3 and 4 it will be seen that there are in this construction four inlets, two upper and two lower, the upper two of which open into passages, and 21, which are substantially horizontal and which communicate with substantially vertical passages, 22, 23,24: and 25, corre sponding to the shape and area of one of the. openings 10 in a valve. The lower inlet ports, however, lead into shorter inlet passages, such 21,826 and 2,7, each of which divides and intersects a pair of substantially vertical passages similar to those shown at 22 to inclusive. These vertical passages which are indicated at 28, 29, and 31, are here disposed respectively in positions diametrically opposite those indicated at 22 to inclusive, in order that both of the ports 10--l0 of any valve may register simultanously with the ports corresponding to its cylinder. In other words, the ports 10-10 of valve 2 will register simultaneously with the vertical ports 22 and 28; the ports of valve'3 will register simultaneously with ports 23 and 29; the ports of valve 4; will register simultaneously with ports 24 and 30, and the ports of valve 5 will register simultaneously with ports 25 and 31. The vertical passages 22 to 25 inclusiv e are substantially twice the length .of the passages 28 to 31 inclusive because the inlets of the passages 20 and 21 on the one hand and 26 and 27 on the other hand are located at dili'erent levels. The ports and passages through which the burned gases, etc, are permitted to escape are also disposed at dillerent levels. T '0 diametrically opposite vertical outlet passages are shown for each cylinder. The ports of one of these sets are indicated at 32, 33, 34: and Those oi the other set are shown at 36, 37, 38 and;

39. Each of the passages 32 to 35 inclusive is substantially twice the length of each of the corresponding passages 36 to 39 respectively (for reasons similar to those just given) and each leads into a substantially horizontal upper outlet passage, the passages for the tour cylinders being designated respeclively by 40, 41, 42 and 43. The short-er vertical passages 36 to 39 inclusive are shown as intersecting substantially horizontal outlet passages, 44, 45, 46 and 47, dis posed at a lower level. The inlets and out lets just described will, of course, communicate directly with a corresponding main inlet and a main exhaust pipe in a suitable I manner. It will be seen from Fig. 4 that not only are the vertical inlet and outlet passages so disposed that; corresponding passages and ports are oppositeeach other, but that at each cylinder all of the passages and ports thereof are located about a common, center, which 1s the axis of the correspond.

ing valve, and are spaced substantially 90 apart in order that admission and exhaust may take place properly.

The means for actuating each of the combined admission and exhaust valves shown for the purpose of carrying its port or ports through its proper cycle of movement may be any suitable for the purpose of prolonging the period of admission or exhaust, or both, in the manner before mentioned. The means illustrated comprises powertransmitting chain-gearing connecting the main crankshaft, 48, of the engine with the stems of thevalves.- The particular connections used may be varied considerably, but those illustrated constitute a simple means for imparting the necessary intermittent movement to-rotary valves, and also have the additional advantage of permitting the use of a common actuator or drive shai t for imparting the necessary variable movements differing in'phas'e to all of the valves of the engine. This transmitting mechanism, as herein illustrated, comprises a small sprocket wheel 49, secured to the crank-shaft 48, a sprocket-ch ain, 50, and a larger sprocketwheel, 51, around which said chain passes at its upperend and which is secured toan upvper horizontal 'driveshaft, 52, journaled in suitable bearings, such as 53 and 54-, a pair of bevel-gears, such as 55 and 56, secured to saiddrive-sha-ft 52 and corresponding bevel gears, 57 and 58, meshing with the bevelgears 55 and 56 and mounted to turn on ver--- tical. carriers or studs on top of the head of the engine (as in our 'aforesaid application) and suitable connections between the bevelgears57 and 58 andthe stems 6 and 7, and

8 and 9, respectively, of the four valves for:

operating said valves in the proper timing. The connections between said 'bevehgears and the valve-stems may be any suitable for thepurpose. Preferably, however, each will be of the type'shown, that is to say, it

.will involve aiGeneva movement between said bevel-gear and the stem of each valve, the construct-ion illustrated being one in which a modified form ofactuator and stopwheel of a Geneva movement is common to two separate Geneva-wheels each of which controls the operation of a valve. The actuator andstop-wheel as here shown are in each case suitably modified not only to adapt them for coiiperation with two different Geneva-wheels but also are modified in such a manner as to bring about the desired variable action or prolongation of the periods of admission and exhaust for each valve, for the purposes hereinbefore stated. Two of these combined actuators and stop-wheels 4, p noeaeve larly designated by 65, 66, 67 and '68. (See Fig. 14). The Geneva-wheels which the pins of the combined actuator and stopwheel 59 are intended to drive are shown at 69 and 70 and thosewhich are intended to be driven by the pins of the combined actuator and stop-wheel 60 are shown at 71 and 72. Each of the Geneva-wheels 69 and 70, and H and 72 is secured to the valve-stem which it is intended to drive in such a manner that the stem and the Geneva-wheel will always rotate in unison while the stem may have a movement in the direction of its axis independent of such Geneva-wheel. Each of the Geneva-Wheels is held down against its sea-tat the upper end of the cylinder by one 0; the springs 15 to 18 inclusive before described, as will be clear by referring to Fig. 1.

As in our aforesaid prior application the recesses 65 to 68 inclusive of each stop-wheel and the intervening stop faces are so proportioned and associated in such a manner with the two Geneva-wheels coacting with the stop-wheel and cooperate with the. actuating pins 61 to Get inclusive in such a manner that each Geneva-wheel-and hence'each valve-is operated intermittently, that is'to say, during admission and exhaust, and locked against movement intermittently, that is to say, during compression and exating pins and the'spaces and stop faces of the stop-wheel, to the different Genevau'hcels, is, however, radically difl'erent in the present case from that disclosed and illus- 10o plosicn. The angular relation of these actutrated in our aforesaid prior application.

Here the positions of these pins, spaces and stop faces are such as to assure the opera tion of each valve in a variable manner, that is to say, the valve in each instance will be so operated in the preferred constructionand organization of the parts that the period of admission of a charge through the valve will be prolonged and the period of discharge of the burned gases, etc, through the valve will also be prolonged. In the particular construction illustrated, which is one in which the connections between the crank-shaft and the valves have a one to two ratio, a construction inwhich the actuator wheels revolve, once for two revolutions of the crank shaft, the normal period that the inlet port to each cylinder would ordinarily be open is increased to such an extent that it is held wide open for approximately 35 of the crank-shafts 720 of movement, the valve moving 15 from the closed to the full open position and then being held stationary approximately and then being moved n from the full open to the closed position through an arc of 90 of the 720 movement of the crank shaft. Thus with a combined admission and exhaust valve having two large ports disposed opposite each other as shown, not only is there a very quick delivery of a charge to the cylinder because of i the large port area through which the charge passes. but this full port area is available throughout an arc of approximately 35 in this case while the valve remains stationary. In a similar manner the valve when operated to exhaust its cylinder here moves through an arc of 45 from its closed to its open po sition and then remains stationary in the wide open position for approximately 90 of the crank shaft movement and thereafter moves through the usual arc of 15 from the wide open position to the closed position, all during a movementof 720 of the crank vshaft. ()bviouslyi'n this specific cycle of op erations there will be 135 of movement of hc continuously rotating crank-shaft duringthe compression period of the crankshafts 720 movement, and similarly there will be 100 of movement of the crank-shaft during the explosion period in each 720 movement of the crank shaft. In neither case, however, that is, neither while it is moving in the aforesaid arc of 185 (corresponding to the compression period) nor while i't-is moving in the aforesaid are of 100 (corresponding to the explosion period) will there be any movement of the Geneva-wheel controlling the valve corresponding to the cylinder in which such compression or explosion is taking place. In each such instance said valve Wlllbfi stationary during both compression and explosion.

' The 45 inbefore referred to'correspon'd to 90 movements of the crank shaft, since the ratio between the crank shaft and the actuators is one to two, and a 45 movement of one of the pins of the actuator produces a 45 movement of the valve, providing, of course, such pin is in proper relation to the Geneva wheel of the valve. Referring particularly to Fig. 2 of the drawings, the pin 62, for instance, when in proper relation to the Geneva wheel 70, will move the latter through 45 during a movement of 90 of the crank shaft, and this movement opens the admission port. The space between the pins 62 and 61 is of such length that the valve will be permitted to remain still during 35 of movement of the crank shaft. The pin 61 then turns the valve through an additional 415 to fully close the admission port, such movement of the valve corresponding to 90 movement of the crank shaft. The space betweenthe pins 61 and 64 is of such circumferentiallength that the iiioveinents of the valves he1'c-,

valve will not be actuated until the crank shaft has-moved through 135 and 100 corresponding to the compression and explo sion periods. The pin 64: then actuates the Geneva wheel so as to move the latter through 45 and thereby fully open the exhaust ports. The space between the pins (34 and G3 permits the valve to remain stationary during a 90 movement of the crank shaft. The next actuation of the valve is caused by the pin (53 which moves the 'valve through 15, and thereby fully closer; the exhaust. The pin 62, however, imn'iediately engages the Geneva wheel 70 and moves the valve through an additional 45 to fully open the admission port, as hereinbeforc explained.

The specific variable cycle of operations just described may, of course, be changed or varied within wide limits and it is given merely as an example of the f'lexibilit y that may be obtained by properly prolonging admission or exhaust or both. A different cycle from that just described may be obtained either by substituting a different cointhose shown at 59 and 00, or by shifting the positions of the actuating pins 01 to 64 inelusive, or any of them, each being shown as adjust-able circumferentially of its stop .tuating pin being held in the desired ad justcd position by any suitable clamping means. such as that shown.

The cycle of operations of each valve will also, of course, be the same as that of every other valve, the only difference ordinarily being that they will differ from one lot-her in phase in the usual manner. When it is desired to change the cycle of one of course the cycles of all will be changed so that all will operate in similar cycles differing, as just stated, only in phase. This change may be effected, as before shown, by means of the adjusting slots 73 or on the changegear principle, by substituting different stop-wheels. To facilitate this each bevel-gear 57 and 58 is shown as secured to its respective stop-wheel by a circuit of screws or equivalent attaching devices, 74-, by means of which each stop-wheel may be quickly attached thereto for rotation about its fixed stud 7 It will be obvious from the foregoing description that when the relative positions of the pins are changed by adjusting said pins in the slots, the valve ill be opened or closed sooner or later, as the case may be, depending upon the circumferential position of the pins. The adjustment of the pins changes the circumferential distance between the same, and therefore alters the periods of lapse for the valve, since the valve is actuated sooner or later depending upon the circumferential position of the pin. All of the valve mechanism is preferably bined actuator and stop-wheelv for each of wheel in suitable slots, such as 7 3, each acinclosed in a suitable casing when in operation, as by'means of a cover, 76. I

In the specific engine illustrated the cycle of operations for a single cylinder Wlll be clear from Figs. 5 to 11 inclusive taken in connection with Figs. 3 and at. In said first mentioned views 77' indicates a' crank of the first cylinder and 7 8 its piston rod connected to the corresponding piston p working in the cylinder 0. In the position shown in Fig. 5 the exhaust opens 80 before the crank reaches the bottom center. Fig. 6 shows the positions of these parts at the end of the movement of the valve for uncovering theexhaust ports, it being then 10 beyond the bottom center position. Fig. 7 shows the positions of the parts at the moment the exhaust ports begin to close, the difference between Figs. 6 and 7 illustrating an arc of movement of 90 of the crank-shaft during which the valve remains stationary. Fig. 8 shows the positions of the parts at the moment theexhaust ports close, this position being 10 past the top center. At the same time substantially the inlet ports begin to open. The full open position of the valve is reached by the travel of the crank-shaft through an arc of 90 to the position shown in Fig. 9. The inlet then remains wide open and. the valve stationary while the crank is moving through an arc of another 35 to the position shown in Fig. 10 when the valve begins to move again and it continues its .movement until the crank reaches the position shown in Fig. 11, beyond the bottom center, at which time the inlet ports are entirely closed. From this point to that illustrated in Fig. 5. the valve remains,

stationary, that is, it remains stationary during the :periods corresponding t fcompne'ssion and explosion of the charge.

Considering the valve movements with respect toithe ports and passages before described the'valve2 will first open and then closethetwo inlet ports 22 and 28 during the period of'admission, the valve standing still inf its wide open position during the central portion of this admission period. lhe valve 2 stands still during the nextperiod, that is, during theconipression of the change. --=.D 1ring the third period, that is, the period of ignition or firing of the char 6 period, however,

the valve 2 still remains stationary as it did during-the second period. During the fourth which is the period of eX- haust, the valve 2 first opens and then closes.

the exhaust ports or passages 32 and 36 to I permit the escape of the burned gases, etc.',

from theifir'st cylinder. Thiscompletes the first-cyclevof; operations for the first cyl- "The oints at which the cycles of operations oiithe second, third and. fourth cylinders-begin with respect to the cycle of the first; cyhnden areindicated' in the diagram valve begins and stops, it will be clear just what the relations of the various intermittent -movements ofthe valves to one another are and just how the prolongations oflthe perlods of admission-and exhaust in each cylinder are related to one another and the extent of arc'covered by such prolongation in the specific engine shown.

From the foregoing description of the construction and operation of our improved valve mechanism it will be seen that there is no pressurewhatever upon any of the valves due to pressure exerted by anninignited orignited charge of any cylinder of the engine, notwithstanding thefact that each valve is operated intermittently in a cycle in which admission; compression, explosion and exhaust occupy uneven periods, and thatthe only resistance to be overcome in operating any of the valves at any time is the normal frictional resistance. etc.

In connection with the parts herein described we 1nay, of course, use anyusual or suitable means for controlling power developed at each ignition or explosion ofa charge, as, for example, by varying the mixture introduced into any cylinder in any well-known manner and also varying the volume of the charge. so introduced, as by: throttling. These modes of controlling the operation of an engine .in accordance with the requirements under varying loads, etc, are well understoodand for this reason have not been specially illustrated or described. They constitute in conjunction with the principal invention disclosed herein a means for obtaining the utmost flexibility of operation and the maximum power. that the engine is capable of developing. It will: of course be clear that the engine may haveany desired number of cylinders all operating in similar cycles so long as they di-il'erproperly in phase from one another, and that the invention applies equally to a single cylinder engine, the four cylinder engine shown being merely illustrated as one type that in actual use has given good results.

What we claim is:

1. In an internal combustion engine, the combination with an inlet port for delivering a charge and with an outlet port for the waste gasesand'products of combustion. of rotary-valve mechanism for opening and closing said ports said mechanism embodying means for reducing the speed of movement of the valve during the period of admission and correspondingly prolonging the. normal period that the inlet port is open.

2. In an internal combustion engine, the combination with an inlet port for delivering a charge and with an outlet port for the waste gases and products of combustion, of

IOl'zlI'Y-VtllVt mechanism for opening and closing said ports said mechanism embodying means for reducing-the speed of movement of the valve during the period of exhaust and correspondingly prolonging the normal period that the outlet port is open.

3. In an internal combustion engine the combination with an inlet port for deliver 1 ing a charge and with an outlet port For the waste gases and products of comlmstion, o't rotary-valve mechanism tor opening" .and closing said ports said mechanism embody inn means For reducing the speed of movel ment ot the valve during the period of admission and also during the period ot' ex haust and e-:irrespondingly prolonging the. normal period that the. inlet port is open and the normal period that the outlet port is open.

4-. In an internal combustion engine. the eomhimition with an inlet port tor delivering a charge and with an outlet port for the 'aste gases and products of combustion. ol :1 combined admission and exhaust valve common to said inlet and outlet ports and having a port adapted to register with said inlet and outlet ports at di'tl erent. times.

and means for operating said valve in such a manner as to reduce its speed during the period of admission and correspondingly prolong the normal period that the inlet port is open.

5. In an internal combustion engine. the i-ombination with an inlet port for delivering a charge and with an outlet port for the waste gases and products of combustion. of a combined admission and exhaust valve common to said inlet and outlet ports and having a port adapted to. register with said inlet and outlet ports at different times. and means for operating said valve in such a manner as to reduce its speed during the period of exhaust and em-respon'dingly prolong; the normal period that the outlet port is open.-

(S. in an internal combustion engine. the

' eombimition with an inlet port. for delivering a. charge and with an outlet port for the waste gases and products of combustion. of a combined admission and exhaust valve common to said inlet and outlet ports and having a port adapted to register with said inlet and outlet. ports at different times. and means for operating said valve in such a manner as to reduce its speed during the period of admission and also during the period of exhaust and correspondingly prolong both the normal period that the inletport is open and the normal period that the outlet port is open.

7. In an internal combustion engine, the combination with a..1 inlet port for delivering a charge and with an outlet port for the waste gases and products of combustion. of rotary-valve mechanism for opening and closing said ports said mechanism.

inga charge and with an outlet port for the waste gases and products of combustion. of rotary-valve mechanism for openl iug'and closing said ports said mechanism l embodying means for intermittently operating a valve during the period of exhaust in such a manner as to proloi'ig the normal period that the outlet port is open.

S). in an internal combustion engine, the combimition with an inlet port. for delivering: a charge and with an outlet port for the waste gases and products of combustion. of rotary-valve mechanism for opening and closing said ports said mechanism embodying means for intermittently operating a valve during: the period of admission and also during the period of exhaust in such a manner as to in'olong both the normal period that the inlet port is open and the normal period that the outlet port; is open.

it). in an internal combustion engine. the combination with an inlet port for delivering a charge and with an outlet port for the waste gases and products of combustion, oi? a combined admission and exhaust valve common to said inlet and outlet ports and having a port adapted to register with said inlet and outlet ports at ditferent times. and means for intermittently operating said valve during the period of admission in such a manner as to prolong the normal period that the inlet port is open.

ll. in an internal combustion engine. the

mg a charge and with anoutlet port for the'ivaste gages aml products of combos tion. or a combined admission and exhaust valve common to said inlet and outlet ports and having a port adapted to register with and means for intermittently operating said valve during: the period of exhaust in such a manner as to prolong. the normal period that the outlet port is open.

12. in an internal combustion engine. the combination with an inlet port tordelivering a charge and with an outlet port for the waste gases and products of combustion, of a combined admission and exhaust valve (-oiiinibn to said inlet and outlet ports and having a port adapted to register with said inlet and outlet ports at ditt'erenttimes. and means for intermittently operating said valve during the period of admission and also during" the period of exhaustin such a manner as to prolong both the normal period that the inlet port is open and the l normal period that the outlet port is open.

i combination with an inlet port for deliverm l said inlet and outlet ports at ditl'erent times.-

tannbination with an inlet port for deliver-- that the outlet ing movements-in such a during the period of admission 13. In an internal combustion engine, the combination with an inlet port for delivering a charge and with an outlet port for the waste gases and products of combustion, of a combined admission and exhaust valve common tov said inlet and outlet ports and having a port adapted to register with said inlet and outlet ports at different times, and means for intermittently operating said valve in such a manner that it has two dwells for each cycle of operations of its cylinder, one for prolong ing the normal period that the inlet port is open and the other during. the period of exhaust for prolonging the normal period that the outlet port is open.

14. In an internal combustion engine, the combination with an inlet a charge and with an outlet port fo the waste gases and products of combusti n, of a combined admission and exhaust valve common to said inlet and outlet ports and having a port adapted to register with said inlet and outlet ports at different times, and means for intermittently operatigg said valve in such a manner that it stops twice during, each cycle of operations of its cylinder, once during the period of admission for prolonging the'normal period that the inlet port is open and once during the period of exhaust for prolonging the normal period port is open.

15. In an internal combustion engine, the combination with an inlet port for delivering a charge and with an outlet port for the waste gases and products of combustion, of a rotary combined admission and exhaust 'valve common to said inlet and outlet-ports and having a port adapted to register with said inlet and outlet ports at different times, and mearn for rotating said valve during the period of admission with a varying move ment in such a manneras to prolong the normal periodthat one of said engine ports is open.-

- 16. In an internal combustion engine, the

combination with an inlet port for delivering a charge and with an outlet port for'the waste gases and products of combustion, of a.rotary combined admission and exhaust valve common to said inlet and outlet ports and having a port adapted to register with said inlet and outlet ports at diflerent times, and'means for-rotating said valve during the periods of admissionand exhaustvwith varya manner as to pro long the normal periods outlet ports are open.

17. In an internal combustion engine, the

combination with an inletport for delivering a charge and with an outlet port for the waste gases and products of combustion, of

a rotary combined admission and exhaust valve common to said inlet and outlet orts P and having a port adapted to register with port for delivering valve common to -iet ports and having that the inlet and oader/e said inlet and outlet ports at different times, and means for intermittently rotating said valve while,-and in long the normal ports is open.

18 Inan internal combustion engine, the combination with an inlet port for deliveringa charge and with an outlet port for the waste gases and products of combustion, of a'rotary combined admission and exhaust valve common to said inlet, and outlet ports and having a port adapted to 'register with said inlet and outlet and means for intermittently rotating said valve while, and in such a manner as to rolong the normal periods that, the inlet and outlet ports are open.

19. In an internal combination with an inlet port for delivering a charge and with an outlet port for the waste gases and products ofcombustion, of a rotary combined admission and exhaust and having a port adapted to register with said inlet and outlet ports at different times, and means for intermittently rotating said valve in such a manner that it stops twice during each cycle of operations of its cylinder, viz., during the period of admission and during the period of exhaust, for prolonging the normal periods that the inlet and outlet ports are open.

20. In an internal combustion engine, the combination with a set, of inlet ports for delivering a charge and with a set of outlet ports for the waste gases and products of combustion, of a combined admission .and exhaust valve common to said inlet and outa set of ports adapted inlet and outlet ports at to register with sai different times, and means forv operating said ,valve during the period of admission withavvaijving movement in such a manner as to prolongthe normal. period that the inlet ports are open.

combination with a set of inlet ports for de* livering 41- charge and with a set ofsoutlet ports for the waste gases and products of combustion, of a combined admission and exhaust valve common to said inlet and outlet ports and having a set of ports adapted to register with said inlet and outlet ports at differenttimes, and means for operating saidvalveduring the period of exhaust with a varying movement in such a manner'as to prolong the normal period that the outlet ports are open. I v

22. In an internal combustion engine, the combination with a set of inlet ports for delivering a charge and with a set of outlet ports for the waste gases and products of combustion, of a combined admission and exhaust valve common to said inlet and outlet ports and having a setof ports adapted combustion engine, the

said inlet and outlet ports.

ports at diiferent times, i

110 21. In an internal combustion engine, the

to register witlr'saidfinlet. andloutlet ports.

at different times and means for operating el in ports -'0rthe"waste gases and products of different ti.mes','and means for intermittently operating said valve While, and in such a manner as to prolong the normal period that, one set of engine ports is open.

24. InJ-aiiinternal combustion engine, the; "combination with a set of inlet ports for de-' livering a charge and With a set of outlet ports for the Waste gases and products oi combustion, of a combined admission and GXlliffiSt ViLlVt-J common to said inlet and outlet ports and having a set of ports adapted to register with said inlet and outlet ports at different times, and means for intermittently operating said valve while, and in such' a manner as to prolong the normal periods that, the inlet and outlet ports are open. a

25. In an internal combustion engine the combination with a set of inlet ports for delivering a charge andvvith a set 0st outlet ports for the waste gases and products of combustion, of rotary-valve mechanism for opening and closing said ports, said mechanism embodying a rotary valve having a set of ports adapted to register at different times with one of said sets of engine ports and also embodying means for rotating said valve during the period of admission with a varying movement in such a manner as to prolong the normal period that saidengine ports are open.

26. In an internal combustion engine the combination with an inlet port for delivery ing a charge and with an outlet port for the waste gases and products of combustion, of-

a rotary combined admission and exhaust valve common to said inlet'and outlet ports and having a set of ports adapted to register With said inlet and outlet ports at different times, and means for rotating said valve during the period ofadmission with a var ing movement in such a manner as to prolong the normal period that the engine ports of one set are open.

27. In an internal combustion engine, the combination with an inlet port for deliveringa charge and with an outlet port for the waste gases and products of combustion, of a rotary combined admission and exhaust valve common to said inlet and outlet ports said valvetheperiods of admission f and ,exhaust' vvith varying movements in; uch a manner; sito prolong both the normal,

4 period th'atithenlet ports are open and the normalpei'iodthat the outlet ports are open. 1' ternal combustion engine, the; 1th a'set of inlet ports for de- .-;Echargej and with a set of outlet charge and an outlet and having, aset of ports adapted to register with said inlet and outlet ports at different times, and means for rotating said valve duringtheperiods of admission and exhaust with varying movements in such a manner astojprolon the normal periods that the inlet and out ct ports are open.

28. in an internal combustion engine, the combination with an inlet port for delivering a charge and with an outlet port for the Waste gases and products of combustion, of

rotary-valve mechanism for opening and closing said ports, said mechanism embodying a rotary valve having aport adapted to register at difi'erenttimes with one of'said engine ports and also embodying means for intermittently rotating said valve during the period of admission in such a manner as to prolong the normal period that said ongine port is open and for preventing rotation thereof during compression and explosion.

29. In an internal combustion engine, the combination with an inlet port for delivering a charge and with an outlet port .for

thewaste gases and products of combustion, of a rotary combined admission and exhaust valve common to said inlet and outlet ports and having a port adapted to register at different times with said inlet and outlet ports, and means for intermittently rotating said valve during the period of admission and also during the period of exhaust in such a manner as to prolong the normal periods that said inlet and outlet ports are open and for preventing rotation of said valve during compression and. explosion. 7 a

30. In an internal combustion engine, the combination with a plurality of cylinders each having an inlet port for delivering a port for the Waste gases and products of combustion, of a plurality of valves one for each cylinder each constituting a combined admission and exhaust valve having a port adapted to register with the inlet and outlet ports of its cylinder at different times, and means for actuating said valves in diiierent timing and each with a varying movement during the period of admission in such a manner as to prolong thenormal period that each of said valves is open to one of its cylinder ports.

31. In an internal combustion engine, the combination with a plurality of cylinders each having an inlet port for delivering a charge and an outlet port for the waste gases and products of combustion, of a plu rality of valves one for each cylinder each constituting a combined admission and exhaust valve having a. port adapted to register with the inlet and outlet ports of its cylinder at different times, and means for actuating said valves in different timing and each with a varying movement during the period .of admission and also during the' period of exhaust in" sucha manner as to prolong the; normal periods that the inlet and outlet'port'sof each cylinder are open.

32. In an intermil combustion engine, the combination -.witli a plurality of cylinders each having, an inlet portffor delivering a charge and an outlet port 'forvth e waste gases and products of combustion',--'of a plurality of rotary valves one forijeach-"cylinder and each controlling one -of'the" engine ports of its cylinder, and meansaiorirotating said valves'in different timing and each with a varying movement duringthe' period of admission in such a manneras to prolong the normal period that each of said valyesls open to one of its cylinders.

33; Inran internal combustion engine, the

combination with a plurality ofcylinders each having an inlet port for delivering a charge and an outletport for the waste gases and products of combustion, of a plurality of rotary valves one for each cylinder and each controlling one of the engine ports of its cylinder, and means for rotating said valves in difterent'timi'ng and each with a varying movement during the period of ad-. mission and also during the period of exhaust in such a manner as to prolong the normal periods that the inlet and outlet ports of each cylinder are open.

34. In an internal combustion engine, the

combination with a plurality'of. cylinders each having an inlet port for delivering a charge and an outlet port for the waste gases and products of combustion, of a plurality of rotary valves one for each cylinder and each controlling one of the engine ports of its cylinder, and means for intermittently rotating said valves during their periods of admission in different timing in such a manner as to prolong the normal period that each of said valves is open to one of its cylinder ports.

35. In an internal combustion engine, the combination with a plurality of cylinders each having an inlet port for delivering a charge and an outlet-port for the waste gases and products of combustion, of a plurality of rotary valves one for each cylinder and each cont-rolling one of the engine ports of its cylinder, and means for intermittently rotating said valves in similar cycles differing in phase and intermittently during their periods of admission 1n such a manner as to' prolong the normal period that each of said valves is open to one .of its cylinder ports and for preventing rotation of said valves during compression and-explosion.

36. In an internal combustion engine, the

combination with a plurality of cylinders each having an inlet port for delivering a charge and an outlet port for the waste gases and products of combustion, of a plurality -riable in extent. the normal perio s that in extent the normalperiods that and outlet ports-fare open.

of rotary valves one for each cylinder each being a combined admission and exhaust valve having a port adapted to register with the inlet and outlet ports of its cylinder at different times, .and means for intermittently rotating said valves in'similar cycles difiering in phase and intermittently during their periods of admission and exhaust in such a manner as to prolong the normal periodsthat the inlet and outlet ports of each cylinder are openand for preventing rotation of saidvalves during compression 1 and explosion. v

37. In an internal combustion engine, the combination with an inlet port for delivering a charge and with an outlet port for the waste gases and roducts of combustion, of rotary-valve mec anism for opening and closing said ports said mechanism embodying means for prolonging through an are variable in extent the normal period that one of said ports is open.

38. In an internal combustion engine, the combination with an inlet port for delivermg a charge and with an outlet port for the waste gases and products of combustion of rotary-valve mechanism for openi an closing said ports said mechanism em dying means for prolonging through arcs vainlet and outlet ports are open.

39. In an internal-combustion engine, the combination with an inlet port for deliver said ing a chargeand with an outlet port for the waste gases and products of'combustion, of

.a rotary combined admission and exhaust valve common to said inlet and outlet ports and having a port adapted to register with said inlet and outlet ports at diflerenttimes, and means for: rotating said valve in such a manner as to prolong through an arc v'aperiod that onev 41. In an 111 rnahcombustlon engine,=the combination w th a='plura lity; or cyhnders said inlet each havinian inlet port forfidelivering a charge an Ja mie ,port -forfthe waste gases and 'pi'o'ductsof combustion, of a plurali-ty of rotary valvespone for each cylinder and each controlling one of the'engineiports of its cylinder, and meansfo'r rotating said valves in such a manner as to prolong combination with through an are variable in extent the normal period that each of said valves is open to one of its cylinder ports.-

42. In an internal combustion engine, the combination with a plurality of cylinders each having an inlet port for delivering a charge and an outlet portior the Waste gases and products of combustion, of a plurality of rotary valves one for each cylinder and each controlling one of the engine ports of its cylinder, and means for rotating said valves in such a manner as to prolong through arcs variable in extent the normal periods that the inlet and outlet ports of each cylinder are open.

43. In an internal combustion engine, the combination with a plurality of cylinders each having an inlet port for delivering a charge and an outlet port for the Waste gases and products of combustion, of a plu-' rality of rotary valves one for each cylinder each being a combined admission and exhaust valve having a port adapted to register with the inlet and outlet ports of its cylinder at different times, and means for intermittently rotating said valves in similar cycles differing in phase and in such a manner as to prolong through arcs variable in extent the normal periods that the inlet and outlet ports of each cylinder are open.

a l. In an internal combustion engine, the a plurality of cylinders each having an inlet port for delivering a charge and an outlet port for the Waste gases and products of combustion, of a plurality of rotary valves one for each cylinder and cach,controlling one of the engine ports or its cylinder, and means for rotating said valves in such a manneras toprolong the normal period that each of said valves is open to one of its cylinder ports, said means including a drive-shaft common to said valves.

to. In an internal combustion engine, the combination with a plurality of cylinders each having an inlet port for delivering a charge and an outletport for the Waste gases and products of combustion, of a plurality of rotary valves one for each cylinder 'and each controlling one of the engine ports of its cylinder, and-means for rotatmg said valves in such a manner as to prolong the normal period that each of said valves is open to one of its cylinder ports, said means including a common drive-shaft geared directly to each of said valves.

46. In an internal combustion engine, the combination with a plurality of cylinders each having an inlet port for delivering a charge and an outlet port for the waste gases and products of combustion, of a plurality of rotary valves one for each cylin-- der and each controlling one of the engine ports of its cylinder, and means for rotating said valves in such a manner as to prolong the normal period that each of said valves is open to one of its cylinder ports, said means including a drive-shaft common to said valves and a Geneva movement between said drive-shaft and each of said valves.

47. In an internal combustion engine, the combination with an inlet port for delivering a'charge and with an outlet port for the waste gases and products of combustion, of rotary-valve mechanism for Opening and closing said ports, said mechanism embodying a rotary valve having a port adapted to register at difi'erent times with one of said engine ports and also embodying means for intermittently rotating said valve during the period of admission in such a manner as to prolongthe normal movement.

Signed at New York in the county of New York and State of New York this 5th day of July A. D. 1912.

PAUL H. MUELLER.

LUDWIG' H. SCHULER.

Witnesses:

ANNE C. BARNES, C. S. CHAMPION.

l'loplca 01' this patent met he obtained tor five cents each, by addrtuing the fiommissioner ot latentl. Washington, D. G.

period that said engine ort is 0 en said means includin a Geneva 7 b 

